Wagonway, connecting the NER at Killingworth to the wagonway from Burradon to Killingworth Collieries (SMR 1080). Built after 1857.
In 2019, during archaeological monitoring at Killingworth Town Park features associated with the wagonway were recorded. These included a wall footing interpretated as being the remains of a former colliery building and two drainage ditches one of which contained a timber sleeper.

Short section of Wagonway, linking Seatonburn Wagonway with that from Burradon to Killingworth Collieries. Built after 1858.

Quarry at Wideopen, marked "Old" on 2nd edn OS mapping. An incident regarding this quarry is recorded in Fossil Flora and reprinted in T.H. Hair indicating that " in October 1829 a massive fossil tree was discovered at a depth of 42ft, measuring 72ft long". The article describes the quarry as a grindstone quarry. BGS marks this as sandstone, indicating massive yellow irony sandstone at base.

Quarry in Wideopen, not shown on 1st edn OS mapping so probably dates from after 1857. BGS marks this as a sandstone quarry.

Dinnington Wagonway. Link line from Dinnington Colliery to the former Brunton & Shields/Fawdon Wagonway (SMR 1078) from Dinnington Colliery, which opened in 1867. May have been the catalyst for upgrading the whole of what had become the Seaton Burn Wagonway to standard gauge. Dinnington Colliery closed 1960.

The Blyth & Tyne Railway, with Benton Station (SMR 1085). Named Newcastle, Tynemouth & Newcastle Railway on 2nd edition OS mapping. Also had Forest Hall Station (SMR 1119) and Backworth Station (SMR 1146). Connected to Seatonburn Wagonway by spur (SMR 1131). Eastern terminus was at junction with Blyth & Tyne, Avenue Branch (SMR 1049) at NZ 3598 6879, its southern was Newbridge Terminus (SMR 4135). Formally opened, having been constructed by the Blyth & Tyne Railway, in 1864, from Monkseaton to Newcastle.

Benton Station, on the Blyth & Tyne Railway (HER 1086). Opened on 27th June 1864 and closed on 1st March 1871. Four Lane Ends Metro Station opened on 11th March 1980.

Benton Station opened on the NER (HER 1063) on 1st March 1847. It was renamed Forest Hall Station in 1874 (replaced the old Forest Hall Station HER 1119). It closed in 1958. The stationmaster's house and ticket office on the north side of the station were demolished in 1963 to make way for the 'Flying Scotsman' public house which opened in May 1967.

Killingworth Moor Waggonway (HER 1160) was extended to the north-west in the 1800s with the opening of Killingworth Colliery’s West Moor Pit in 1802, followed in 1808 and 1820 by branch lines to Killingworth High Pit (HER 1060) and Burradon Colliery (HER 1080) respectively. Killingworth Waggonway is famous for its association with George Stephenson’s development of steam locomotives at Killingworth Colliery beginning with 'Blucher' in 1814. Along with William Losh, the senior partner of Walker ironworks, Stephenson also helped develop the patented Losh Rail in 1819, with which the whole of the waggonway was eventually re-laid. By 1822, five steam locomotives were working the route in winter and four in summer (Warn 1976, 17-18). Access to the River Tyne was altered in 1820 when a new route was opened to Wallsend Staiths (HER 15351). Prior to this, the fall down to the staiths at Willington had been converted into an inclined plane.

Killingworth Colliery, West Moor Pit. This may have been the pit opened by the Grand Allies in 1761. Sinking commenced in 1802 and the High Main seam was reached in 1805. The miners lived nearby in Long Row, Short Row, Lane Row, Cross Row, Crank Row, High Row, Paradise Row and Office Row. Lord Ravensworth & Partners owned it in the 1800s. George Stephenson worked here. In 1812 he was promoted to engine wright because he had successfully repaired a Newcomen pumping engine. In 1813 he began work on his first steam locomotive "Blucher". His hand powered lathe used at Killingworth Colliery is now at the Dept of Mechanical Engineering at Newcastle University and the associated wheel at York Railway Museum. In 1814 Stephenson invented his safety lamp. Nicholas Wood, mining engineer assisted Stephenson with his inventions and became manager of the pit. There were unsuccessful strikes in 1831-1832 by the Thomas Hepburn Union. There was another strike in 1844 followed by more evictions. Deep resentment at West Moor Pit culminated in 1849 when rioters threw tubs down the shaft and cur the winding ropes. Thomas Hepburn died in obscurity in 1864. Colliery disasters - 10 men were killed in an explosion in 1806, 12 died in 1809, in 1814 an underground fire suffocated several workers. In 1815 a boy died at the blower where Stephenson's safety lamp had been tested. An explosion in 1815 killed one miner and burnt three more. There was another fire in 1817. In 1818 Nicholas Wood and Robert Stephenson, his trainee managed to escape when gas fired. An underground gas explosion in 1822 burned several men including Wood. A boy was killed in 1829. An explosion killed 5 men and seriously burned 6 (they later died) on 18 January 1844. On 3 April 1845 there was a large blast which killed 9 people. Coroner Stephen Reed held an inquest the next day. Nicholas Wood said the explosion was caused by the ignition of an accumulation of gas by a trapper boy's candle (the adults all carried safety lamps rather than candles). But the inquest attached no blame to the Colliery Owners. Local churches collected £26 for the bereaved families. In October 1851 William Simpson, hewer, was badly burnt in an explosion. He died a week later on 30 October. The very next day on 31 October 1851 there was another explosion, killing 9 workers. One man had taken in candles and gunpowder. The inquest, again by Stephen Reed, reported that ventilation had deteriorated due to the wetness of the upcast shaft which reduced the effectiveness of the furnaces. All the miners had safety lamps but candles were used on the rolleyway 60 yards away. West Moor Pit closed in 1882 due to the collapse of the main shaft whilst undergoing repairs.